Transmission control



Ap 1951 R. B. ASPINWALL 23,356

TRANSMISSION CONTROL Original Filed Jan. 11, 1934 3 Sheets-Sheet l 1 I W K. INVENTOR.

J/ 0 2 A ORNEYJ April 1951 R. B. ASPINWALL Re. 23,356

TRANSMISSION CONTROL Original Filed Jan. 11, 1934 3 Sheets-Sheet 2 ZIZ Zq 0 MW i I o 2.7/

INVENTOR.

ATTORNEYJ April 1951 R. B. ASPINWALL Re. 23,356

TRANSMISSIGN CONTROL Original Filed Jan. 11, 1934 3 Sheets-Sheet 3 INVENTOR.

ATTORNE Reissued Apr. 17, 1951 UNITED srArEs TRANSMISSION CONTROL Robert B. Aspinwali, Detroit, Mich., assignor to The Monopower Corporation, Detroit, Mich., a corporation of Michigan Original No. 2,430,799, dated November 11,1941,

Serial No. 706,232, January 11, 1934.

Appl

tion'ior reissue November 4, 1948, Serial No.

34 Claims. Matter enclosed in heavy brackets I:

74-3365) appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

The present invention relates to devices of the sort called transmissions, but more properly designated "torque and speed controls," since they not only transmit power, but vary -the torque and speed ratio of a driven shaft with respect to a driving shaft. More particularly'the invention is directed to improvement of such devices as used primarily in motor driven vehicles for transmission of power from the motor to the driven wheels thereof.

In the conventional type of device used for this purpose, change of speed and transmitted torque is accomplished by manipulation of movable gears or clutch elements, usually through the use of a hand lever, the load on the gearing being temporarily discontinued while such moving or shifting is accomplished.

This operation, which as stated is commonly performed manually, requires a certain degree of skill, and often is accompanied by clashing and consequent likelihood of injury to gears or clutches, as well as forcing the driver to divide his attention and periodically to remove one hand from the steering wheel. The shifting lever, also, consumes space in the drivers compartment. In order to overcome some of the disadvantages of and objections to this conventional device, various alleged improvements have been devised and such variations as synchronizing" the gears to permit quiet shifting, coordinating main clutch and shifter, preselection, pedal shifting, have been tried.

There have also been many attempts to pro vide automatic" transmission devices, but such devices have met with little success due to various objections.

Among the objects of the present invention is an improved torque and speed control device adapted specifically for automotive vehicles, but which with minor changes can be adapted for use in other machines where the transmission of torque and the speedof operation of the driven portion requires change in accordance with the conditions. 7

Another object of the invention is atorque and speed control for motor vehicles incorporating improved means for automatically regulating the transmission of torque and speed from the motor to the driven elements in accordance with the requirements of the latter.

. sun another object is a device of the class described which may at the will of the operator be operated either entirely automatically, 1. e.,

so as to require no manipulation by the operator to accomplish successive speed changes, or semi- 2 automatically, 1. e., so as to require some action by the operator to determine the time at which the speed changes take place, while the selection and. actual changes are accomplished by the device itself. 1

Yet another object is a device of the class described which is comparatively simple in construction and operation, and which on account of its compactness is of substantially the same size as the known conventional devices and in general may be interchangeable therewith.

Still other objects and advantages, will readily occur to those skilled in the art upon reference to the following description and the accompanying drawings in which Fig. l is a central vertical longitudinal section of the torque and speed control device.

Fig. 2, is a vertical section on line 2-2 of Fig. 1. I

Fig. 3 is a horizontal section on the line 33 of Fig. 1.

.1 somewhat diagrammatic views of the valving mechanism in progressive positions occupied thereby during typical operation of the transmission under advancing vehicle speeds; and

Fig. 8 is an enlarged detailed section of the clutches and clutch operating means.

FRAME AND GEARING I The housing In of the device may, as shown, be more or less conventional in its shape and location in the vehicle, and as is now the usual practice, constitute an extension of the main clutch housing. In this. housing is mounted the main shaftzng means ofthe transmission. This main shajting means may comprise, as shown, two substantially coaxial shafts: a drive s aft 11 and a driven shaft 12. A countershaft 13 carries a lare mounted, in suitable fashion, a drive shaft II and a driven-shaft l2, and also a countershaft I3 carrying a] gear cluster which will be described in more detail later..- The drive shaft I extends a short distance into the housing It] through a suitable bearing l5 and is bored --shaft also carries gears 22, 23, 24, these being 3 respectively the second speed (intermediate torque) gear, the first speed (high torque) gear, and the reverse gear.

Preferably the gears v 2l-22-23-2'4 are mounted on a suitable sleeve 25 which rotates on the shaft l3, the latter fast in the walls of housing "I and shown held against rotation by a pin 26, while anti-friction bearings 21 for the sleeve are interposed between it and shaft l3.

In the drawing the gear 2| is also indicated as carried by a second or outer sleeve 30, with which it may be integral, as shown. The outer sleeve is keyed, as at 3|, upon the sleeve 25. Gear 22, although directly carried by sleeve 25 is coupled thereto only by the overrunning clutch 32 interposed between them for a purpose to be described.

Also mounted in the housing III is a reverse idler gear 33 journaledon an independent shaft (not shown) and meshing with the countershaft reverse gear 24, which is fast on sleeve 25, as is also the first speed countershaft gear 23. Loose on the driven shaft i2 is a gear 35 meshing with gear 22 and'adapted to be clutched to the shaft l2 to provide the intermediate speed. The clutching means will be described later. Also slidably carried by driven shaft I2 is a gear 35 which may be slid into mesh with either the first speed gear 23 or the reverse idler 33, and is also movable to a neutral position between them in which it meshes with neither. The gear 36 is not keyed directly to shaft l2, but mounted thereon for one directional drive through an overrunning clutch indicated as being of the wedge roller type and incorporated directly in the hub of the gear. The rollers are designated 31. The inner (driven) collar 38 of the overrunning clutch is feathered on the driven shaft I2, and the whole assembly 3l3l38 is slidable on the splines 39 of such shaft. By suitable means (to be described later), the assembly comprising gear 36 and self-contained overrunning clutch is slidable from the position shown in Fig. 1 toward the gear (right) end of the device through an intermediate neutral position into a position in which the gear 36 meshes with the reverse idler 33 to provide for reverse movement of the vehicle.

When the gear 33 is in this position, a lockout clutch prevents overrunning action of rollers 31 by keying gear 35 to the shaft. The lockout clutches includes a fixed clutch element 52 fast on the shaft and a plurality of cooperating clutch teeth 63 carried by the outer race 35 of the overrunning clutch and engageable with the teeth SI of the element 62 when the slidable gear is in mesh with the reverse idler.

FLUID CLUTCHES. FLUID PUMPING SYSTEM AND GOVERNOR CONTROL The overrunning clutches through which gears 22, 35 are coupled to the countershaft and to the driven shaft, respectively, are constructed in a manner clearly shown in Fig. 2: They will be seen to be similar, although that carried by the countershaft being fixed thereon, only the overrunning clutch assembly slidably mounted on the driven shaft will be described in detail. The hub portion 33 will be seen to be splined and fitted slidably upon the splined portion 39 of the driven shaft. Angular recesses 40 having bottom surfaces of graduated depth in a common direction, considered circumferentially of the hub, are spacedly formed in the periphery of that member to accommodate rollers 31. which are of such diameter as to project materially from the peface of sleeve 25, as shown in Fig. 2, and the gear,

riphery even when occupyin the deeper ends of the retesses. The recesses are spaced sumciently, as shown; to leave intermediate partly cylindrical portions therebetween, such portions serving to support an element 4| constituting a combined cage for the rollers and bearing bushing for the outer clutch member upon which the gear 36 is cut. Element 4| is slotted to accommodate the rollers 31 which are fitted into the slots, said element being of slightly less thickness than the extent to which the rollers project from the hub when occupying the deepest portions of the recesses. As shown in Figs. 1 and 2, the outer combined clutch and gear element 35 is directly mounted on member 4| and supported both by the portions thereof which project beyond the ends of the rollers and by the partly cylindrica portions intermediate the rollers.

The overrunning clutch similarly mounted in the hub of gear 22 incorporates an analogous combined cage and bushing member 43, while the roller recesses 44 are formed directly in the surcage and rollers are positioned by shoulder portions of sleeves and 30, as shown in Fig, 1.

The forward end of shaft I2 is provided with a flange 45 which is of relatively large diameter and fixed within and to a divided housing or cage -or hub Ila of the drivingshaft ll.

45, being fastened thereto against relative rotation by means of bolts 41 which extend through the cage and hold the latter together as well as serving as an anchorage means for the ,plates 48 and 43 of a pair of disc clutches indicated as a whole at 5|] and 5|. Clutch 50, the other plates of which (52) are splined on the sleeve 53 formed integrally with gear 35, is adapted to fix the latter gear to the shaft II to provide the second speed drive condition above mentioned. These plates 48 and 52 are, as mentioned above, splined respectively within the cage 46 and upon the sleeve 53, so that when they are pressed together the sleeve and gear 35 and shaft are locked against relative movement. The cage 46 of course moves as an integral part of the flange 45 formed on the end of the shaft.

The rotatable plates 49 of the clutch 5| are similarly carried by the cage 46, and the intermediates plates 54 splined upon the inner end Since all the plates are limitedly longitudinally movable, when plates 49-54 are pressed together, a driving connection is established between shafts II and I2 through cage 46 and flange 45, providing a "direct drive (normal engine torque) condition.

Also carried by the lockout clutch sleeve 32,

shown as an integral part thereof and arranged near the back wall of the housing In, is a. driving gear III for the pump and governor, meshing with another gear ll located directly above and mounted on the short pump shaft I2. This shaft I2 extends through the wall I3 of a pump housing within which it carries one of the pumping gears (14) of a gear pump, the other gear being shown at 15.

The pump housing may be formed as a casting 80 secured to and within'the cover portion ll of'housing II, and the casting may also be 33. Keyed to the hub 33 above the bracket is a collar 30 serving as a supporting thrust collar and also carrying ears 9| to which are hinged the lower ends of conventional flyweight governor elements 92. The upper ends of elements 92 are hinged to a second collar 93 mounted on a longitudinally movable governor rod 94 which extends slidably through gear I8 and projects sufflciently below said gear to rest upon a laterally extending arm of the pilot valve controlling lever I00.

The slidable rod 94 is moved downward by the action of the governor during increasing speeds and vice versa, as will be readily apparent, the elements 92 being thrown outwardly through centrifugal action when the gear I is rotated, and upon deceleration urged inwardly by the transmitted action of spring III which, in addition to its other functions presently to be described, urges the rod 94 and so the upper,

movable section of the governor upwardly. Through the several elements just described, it will be noted movement of the vehicle and consequent rotation of shaft I2 provides a positive inter-related drive of the pump 14-45 and of the governor. Ordinary forward operation of the pump 14-15 results in drawing lubricating fluid from the lower part of housing I0 through the feed pipe IN and discharge thereof into a small chamber I02, whence it may pass through a conduit I03 to valve chamber I04, and thence to chamber I05 (Figs. 5, 6 and '7). Such discharge is preferably under rather high pressure even under comparatively low speeds of shaft I2, while under higher speeds a predetermined maximum pressure is maintained by providing for escape of excess fluid volume through a spring pressed relief valve |06.

CONTROL VALVES Operating within chamber I04 is a. valve member H0 arranged to be urged in one direction by the spring III and movable in the other direction against the tension of the spring by the lever I00. The lever I00 is actuatable [actuable]. as above noted, by the governor acting through rod 94. This valve member H0 preferably consists of a rod projecting at one end from the casing to receive the spring ,III and slotted at such extremity, as at H2, to cooperate with the lever I00. Near the other end, the rod is turned or otherwise reduced at spaced areas to provide three annular recesses H5, H6 and II], being also provided with an axial bore as at H8, which bore is connected through suitable openings with recesses H5 and H1 and has its end closed, as shown.

Chamber I04 containing valve member H0 communicates with valve chamber I05, which is formed in the same casting 00, through four ports or passages I20, I2I, I22, and I23, passage I20 being the, one through which passes the main body of the fluid for clutch operation, and this fluid is directingly controlled in its passage to clutche 50 and 5| by the valve member I25 operating in chamber I 05.

valve member H0, which may be called the "pilot valve, is as mentioned above, movable longitudinally of chamber I04 by the action of the governor spindle 94 and spring III in accordance with the rate of rotation of shaft I2, which is a function of the speed of travel of the vehicle. As the speed increases, valve H0 is moved toward the right (Fig. 1) and decrease of speed allows its movement toward the left.

In its several positions, pilot valve H0 controls the movement of the main or control valve I25 in chamber I05. This main valve is also preferably made by turning round stock to provide for several annular recesses I 20, I21, I23, and I29, (the latter extendin to the end of the valve rod). Of these, those designated I26 and I20 communicate with an inner axial bore I30 constituting a connecting passage between them. Chamber I20 receives the main body of the pressure fluid from valve chamber I04 through passage I20.

Recess In is open to the outside through a passage I2'Ia to exhaust back flow of pressure fluid from the clutches 50 and 5|. Chamber I29 isexpansible and contractible, since the valve carries no wall at its right end (as viewed in the drawings), such end being bounded by a fixed annular wall I33 secured in the chamber I05 of the valve casing, toward and from which fixed wall the movable wall I32 carried by the valve member is movable during actuation of the valve.

The valve member I25 is, as mentioned above, provided with an axial bore I30 produced preferably by drilling the member longitudinally.

The end of the bore is closed by a rod I35 which carries on its projecting end a piston I36 spaced from the end of valve member I25 and having slldably mounted thereon a sleeve I31 provided with a shoulder or flange portion I38 movable between stop member I33 and a second fixed stop in member I39 and abuts piston I36, being shorter than the distance between piston I35 and the end of valve member I25.

With the pilot and valve construction just described, it will be noted that all pressures of the working fluids used for clutch control are balanced in the several chambers, and that consequently there is in no instance an unbalanced pressure to cause excessive friction to interfere with free valve movement. For example, in chamber H5 the pressure is radial and equal in all directions between the cylindrical outer wall of the chamber and axially located reduced portions of valve member H0, while longitudinal pressure bears equally against the op-,

VALVE OPERATION In the operation of the valves just described, control valve I25 assumes three positions, which may be designated as positions "A," B and C. These three positions are shown, in the order named, in Figs. 5, 6 and 7. Position A," shown in both Figs. 1 and 5, is the low or first speed position. In position B shown in Fig. 6, clutch 50 is held in engagement. This constitutes the intermediate or second speed position. Position "C," shown in Fig. 7, is one in which clutch 5| is held in engagement, and is the third speed or direct drive position.

Before describing the operation of the valves, the connections to and actuating means for the clutches should be understood. As stated above, the clutches 50 and 5| each comprises plates (43-49) splined to the inner surface of cage 43, and intermediate plates (5254) splined to gear sleeve 53 and to extension 'IIa of shaft II, respectively. To engage the clutches the cooperating plates are pressed together, by a piston I60 in the instance of clutch 50, and by another pis- I28, whence, however, it has no escape.

ton I8I in the case of clutch 5I. Both pistons utilize flange 85 as a reaction wall for the operating pressure fluid. As indicated, the pistons I88 and I8I are annular and slide in annular chambers or cylinders formed by rings I82 and I83, respectively, carried adjacent opposite sides of the outer edge of flange 45 and if desired fltted within the cage assembly, as shown, to form the fluid tight cylinders I58-.I5I respectively which in turn communicate individually with longitudinal fluid channels I88-I88 which extend through the driven shaft and pilot portions I2I8. Suitable packing rings I88 may be provided to seal the pistons I88I8l with respect to the cylinders.

In the "A position shown in Figs. l and 5 neither of the clutch operating means just described for clutches 58 and 5| is being operated, and these clutches are accordingly disengaged. The vehicle drive is consequently through shaft II, gears 28 and 2I, sleeve 25, gears 23-38, .clutch 31, and shaft I2. As the speed of rotation of shaft I2 increases, however, the governor is rotated (through gears 18, H, 18, 15, shaft 85 and bevel gears 88-81) while at the same time the pump gears 14-I5 force fluid into chamber I82 Before the governor has reached suflicient speed of sleeve I31, thereby stopping valve I25 in position (Fig. '1) and registering chamber I28 with port I18. In this position clutch 58 is released, being connected to, the atmosphere through the uncovering of port I18 which places this port in communication with the open left end of the valve chamber I85. Fluid under pressure then passes through port I18 and into the passages leading to clutch I, which is thus operated to flx the inner end of shaft II to cage 88 and so the flange 85 on shaft I2, thereby coupling such shafts to establish direct drive. During both movements of the main valve to the right, that is, from position "A" to position "3 and from position "8 to position C" fluid from chamber I28 may exhaust through port 8a, to which thechamber will be seen to connect by passage I2I and recess II8. During movement of sleeve I31 to-the right, which occurs as the valve shifts from the A" to the B position, fluid in the decreasing area between flange I38 and end wall I38 may exhaust through port 238.

Upon a decrease of vehicle and accordingly of governor speed, reverse valve actions occur. When in its movement to the left pilot valve II8 reassumes its central position shown in Fig. 8,

fluid under pressure is again admitted to the space between sleeve flange I33 and wall I33 to to move valve II8 to the second speed position,

fluid under pressure is being forced into chamber II5, through passage I28 to chamber I28, and hence through passage I38 to outlet recess At the same time, fluid is passing through bore 8, recess H1 and passage I2I'to chamber I28, where it acts to maintain valve I in the position shown,

iii

the valve having been previously so positioned by suflicient slowing down of the vehicle.

When the governor speed is increased, valve I I8 (normally) moves to the right, and recess I I1 registers with passage I22. obtains, fluid is forced through passage I22 into the space between the sleeve flange I38 and annular wall I33, the presence of some space between them accessible to fluid entering through passage I22 being insured by the beveled edge I38a of the flange, which forms a small annular chamber into which the fluid may flow. This forcing of fluid under pressure thereinto causes sleeve I31 to move to the right until the flange I38 strikes the annular stop wall I38, and as the sleeve I31 abuts piston I38, the,valve I25 is carried along this far, i. e., to the "B" position shown in Fig. 6. It cannot coast farther because of back pressure against the end of valve I25, and accordingly comes to rest with recess I28 in registry with port I18, as shown, and the fluid passing therethrough flowsto and causes actuation of clutch 58 to engage the same and fix sleeve 53 and gear 35 to shaft I2, flowing to the clutch through passages I18, I18, I88, I85. This coupling of gear 35 to the driven shaft renders the second or intermediate speed drive effective through gears 28, 2I, 22 and 35. As the low speed gears 38-43 are still in mesh, the overrunning clutch 31 comes into action, since the intermediate speed gearing turns the driven shaft more rapidly.

When vehicle speed is still further increased, the governor (normally) moves the valve II8 farther inward until valve chamber II1 registers with port I23. This permits passage of fluid into the space between wall I38 and piston I38. The

latter is thereby forced further to the right, pulling the main valve member I25 in the same direction until its right end strikes the flanged end I38 When this condition move the main valve to the left as far as the B position shown in Fig. 6. Such actuation is induced by the pressure against the right hand end of valve I25, but when the piston head I38 strikes the end of sleeve I31, movement of the valve to the left is arrested, and it is then positively held in this position by the pressure against sleeve head I38, which pressure is of course greater than that acting against the reduced end of the valve to the left and so holding it flrmly located in the desired position. During such movement of the main valve to the left, from the' 0" to the 3" position, fluid between piston head I38 and end wall I38 exhausts through port I8Ia, while the connection simultaneously effected between main outlet port I18 and chamber I21 permits fluid from motor cylinder I5I of direct drive clutch 5I,

.and its supply system, to exhaust through port I 21a. During this movement, also, presence of the port II8a prevents undue reduction of pressure in chamber I28, as will be readily apparent, since port I I8a opens to the interior of the casing.

' Whilein this (B) position the intermediate speed drive is maintained by engagement of clutch 58 in the manner above described, the motor cylinder of which is fed through port I18.

If deceleraticn continues and the pilot valve moves still further to the left, chamber H1 is connected to chamber I28 of the main valve. through port I2I, and the pressure introduced into the latter chamber and acting against wall.

I32 moves the valve I25 still farther to the left,

- until as shown in Fig. 5, the main outlet chamber I28 is closed, the opposing pressure against sleeve head I38 being then relieved because feeding recess II1 no longer registers with its connecting passage I22. The last mentioned passage is also thereby connected to atmosphere through port I84a to allow escape of fluid from the chamber between head I38 and wall I33, while the simultaneous connection of port I18 to chamber I21 and so to outlet I21a allows escape of fluid from motor cylinder I58 of clutch 58, which being deenergized leaves only the low speed drive effective, as will be readily apparent. Port 238, also opening to the interior of the casing, forms a breather for the area between wall I38 and sleeve head I33 as the latter moves to the left during this movement from "B" to "A" position and vice versa.

- REVERSE GEAR Reverse drive operation, as mentioned above, is accomplished by moving the gear-clutch assembly 38-31-33 to the right (as viewed in the drawings) until gear 33 meshes with the idler gear 33 and the teeth of lockout clutch members 60 and engage. This movement may be effected by a shifter fork I30 carried by a slidable rod or bar IOI operable in any convenient fashion, as by the Bowden wire unit I32 actuable by the connected handle member I93. Handle member I33 is preferably providedwith two notches I94 I34a which fix the forward" and reverse" positions respectively, and a middle notch I95 which determines an intermediate "neutral" position. The latter notch is so disposed that when the handle member is hooked therein, gear 36 lies between gears 23-33, and out of mesh.

TORQUE DEMAND CONTROL l The speed at which the driven shaft is rotating, however, is not in itself the optimum determinant of the proper time of shifting. Where the transmission is used in a motor vehicle, particularly,

the power or driving torque which the operator demands of the engine is also important. As variations of the torque demand upon an internal combustion engine are accompanied by proportional variations of suction eifect, or pressure reduction, in the intake manifold (the vacuum dropping oil as the throttle is opened wider with relation to the speed at which the engine is running), advantage is taken of this fact to further govern the gearing ratio. For this purpose there is mounted in the cover portion ll of the device a small cylinder 220 containing a piston 22I having a long stem or rod 222 extending to a point below lever I00, where it carries a plate 223. Cylinder 220 has at its lower end an axial extension 22!, serving to house a spring 225 which tends to urge piston 22I upwardly, and also serving as a suction chamber below the piston. Chamber 224 is connected through tube 226 to a small reservoir or closed chamber 221, which in turn is connected through tube 223 to the intake manifold (not shown) of the engine. The plate 223 is provided with a forked extremity 230 which so cooperates with a pin 23I carried by the shifter rod I3I that when the rod I3I is shifted to move gear 38 to neutral or reverse position in the manner above described, the arm 223 is swung out of the path of lever I00 (Figs. 1 and 3) During forward operation of the vehicle, however, arm 223 is movable in the path of movement of the lever if piston 22I moves, but spring 225 is not sumciently strong to overcome the normal suction effect of the engine when running, which tends to draw the piston down and hold it there during normal operation of the vehicle, so that arm 223, being held down in the position indicated in full lines in Fig. 1, does not interfere with free movement of the lever I00 under the influence of the governor, which accordingly then controls gear changes in direct response to driven shaft speed in the manner above described and as if the arm 223 and connected suction mechanism were not present. If, however, the normal suction in the intake manifold is unduly decreased, as by opening the throttle wider while the engine, because of the load upon it, is unable to accelerate proportionately, the decrease of suction is communiand provided with twonotches 20I cated to auction chamber 224, and the spring overcomes the decreased suction and allows piston 22I to rise, connecting rod 222 draws upwardly upon arm 223 and the latter blocks, lifts or opposes downward movement of lever I00, in accordance with the relative downward pressure being exerted thereon by the governor. Such action of course holds valve H0 in or causes it to assume a lower speed position, with results which will be readily understood from foregoing portions of the description. Lifting ofthe lever I00 will actually occur under such a power demand indi-- cated by disproportionate throttle opening unless the governor speed is suflicient to prevent. It is of course necessary to coordinate the tension of spring 225 and the governor so that open throttle operation of the engine cannot overcome the governor action at moderately high and higher speeds. The accumulator chamber 221 arranged in the suction line to the manifold acts as a delaying agency by preventing actuation of the piston 22I under the influence of unduly short or virtually instantaneous reversals of pressure such as are caused by erratic or momentary operation of the throttle. The size of the tubing or of the opening or. openings communicating with the chamber, and its capacity, are of course so proportioned that a desirable interval is consumed in building up or reducing the pressure therein before the change of pressure is effective to cause operation of the piston.

SEMI-AUTOMATIC CONTROL The functioning of the mechanism already described renders the device fully automatic, for the movements of main valve I25 induced by the pilot valve IIO controlled by the governor and suction mechanism Just described effect engagement and release of clutches 50--5I in direct response to the speed of the driven shaft and the torque demand upon the engine. The governor and associated parts are not only proportioned in their effect upon pilot valve lever I00, to the force with which the spring 225 and other portions of the suction mechanism tend to actuate that lever, but may be regulated to provide for changing ratios at any desired vehicle speeds. For example, the mechanism may be set so that the second speed clutch engages at say five ,miles per hour, and the third speed or direct" drive clutch at fifteen miles per hour under normal shifting uninterfered with by the suction mechanism blocking arm 223, but whatever the shifting speeds, the driver has no definite control over the change.

If it is desired to make the device semi-automatic, i. e.-, allow the driver to determine the time of change, use may be made of the pedal escapement mechanism shown. This mechanism includes an extension 220 carried by valve I25 and 202 adapted to cooperate with an escapement device comprising -a pair of hooked arms 203 and 204 individually swingable upon their supporting shaft 205 and one slightly longer than the other. The shaft 205 also carries an escapement actuating part 201 projecting between the arms and fast upon the shaft, while the escapement arms, which are of course loose on the shaft, are drawn toward each other and against part 201 by a spring 208. A bellcrank, the arms of which are designated 206--2II is fixed to the end of shaft 205 which projects from the housing (see Fig. 3) and to arm 205 is secured a spring 203 urging it against a stop 2I0 and thereby yieldably hold- 11 ing the escapement device in centered position. When so centered the escapement arm are spaced insufllciently to allow the extension portions :00, m, m oi the valve rod to pass between them.

To the other arm '2 of the bellcrank is attached a link 2I2 connected at its other end to a foot pedal 2|! which may be the throttle or accelerator pedal for the engine, although it is of course obvious that a separate pedal may be used if desired. Assuming the car to be under way, and the fluid pressure acting under the controlling means previously described tending to urge the main valve to the right to increase the gearing ratio, as the vehicle speed increases, the action is as follows:

When the pedal 2l3 is depressed, which normally opens the engine throttle, arm 200 is withdrawn from notch 202, but at the same time arm 203 hooks into this notch, being slightly longer than arm 204. g If pedal 2I3 is the throttle control, its depression and opening of the throttle tends to increase the vehicle speed, and when such speed increase occurs, while valve I25 is held against movement, the pilot valve H is moved over by the governor to the position in which the chamber III registers with port I22, and the fluid pressure accordingly attempts to move valve I25 to its B or second speed position, as will be understood. Such controlling movement of the pilot valve may, as stated, be adjusted to take place at any suitable or desired vehicle speed, as for example 5 M. P. H. When the vehicle has attained a speed (above 5 M. P. H. in our assumed adjustment) at which the operatorv desires to change to the intermediate gear, he merely releases the pedal 2I3. Arm 203 immediately releases notch 202 while arm 204 engages notch 20I as the main valve moves over to its B position. When the pedal 2I3 is again depressed, arm 203 catches the shoulder 20I as am 204 releases it. and holds the valve in the "B" position, as long as the accelerator pedal is depressed. As the speed of the vehicle continues to mount, and when it passes a predetermined point, illustratively fixed at M. P. H., the pilot valve is moved still farther to the right until chamber H1 is connected to port I23 and the fluid pressure accordingly tends to force the con-j trol valve toward the "C" position, as explained above. It 01' course cannot move to such position while the escapement maintains its engagement with shoulder "I, but when the operator now again releases the pedal, the valve is released and moves to the C position, whereupon clutch 5| is engaged to establish direct drive, i

which will be maintained until the speed drops to the predetermined point, whereupon reverse operation takes place. It will be seen, however, that upon deceleration the escapement mechanism cannot delay shifting back to the lower gear ratios as the escapement is not effective in this direction, both the backs of the hooks 203 Even ably mounted in its supporting bearings 235 in the housing walls (Fig. 3), thereby permitting bodily movement of the escapement mechanism out of alignment with the cooperating extremity 200 of the valve body I25. Sliding of the shaft may be effected by the operator from the drivers seat through the agency of a Bowden wire 231 connected to the shaft and running to a desired point in the driver's compartment Or elsewhere. It will be seen that when the escapement is rendered inoperative by moving the arms 203-404 clear of the notched valve extremity, the valve movements are free to occur in response to the mechanical and suction governor controls, without lag, and the shifting is accordingly fully automatic.

MISCELLANEOUS DETAILS Several features of the present construction which have very positive beneficial results should be noted. For example, the valve construction provides for balanced. pressures in all directions and thereby prevents undue resistance to movement. The use of a non-pulsating constant delivery pump such as that shown is highly desirable if not essential to the eflicient operation of the device. By connection of both the pump and governor to the driven shaft, also, certain operations are provided for which would not otherwise be possible with a device of this kind. For example, if it is desired to start the engine by towing the vehicle, it is necessary only to put the device in neutral position and the engine will then be turned over through the action oi clutch 5| when thespeed has been brought up to the point where the valve H0 is in the third or high speed position. In this neutral position thesuction torque control is disconnected and inoperative by reason or movement of arm 223 out of the path of lever I00 in the manner above described. This provision is made because otherwise with the engine not running the spring 225 acting against the lever I00 would restrain movement of same and hence engagement of the clutch. If the device is not provided with the suction torque control, the engine may of course be turned over without shitting transmission into neutral." 0

If it is desired to tow the vehicle withoutturning the engine, this may be accomplished by leaving the shifter in forward position, as the suction torque control will then be in its upper position, and thereby retain valve H0 in the low speed position, and the clutch upon which the low speed gear is mounted will then overrun. Of course, in such case, the towing speed should not be high enough for the governor to overcome the tension of spring 225. Where, however, the device is not provided with a suction torque control, means may be provided to bypass"'the pressure fluid.

Such means may consist of a conventional twoway valve across chamber I02 or other suitable means.

By virtue of the fact that the pump drive is from the driven shaft, reverse operation of the vehicle, in causing reverse rotation of the driven shaft, reverses the action of the pump, which thereby delivers no fluid to the several valve chambers. This action provides a positive means of preventing actuation of either of the clutches 50 and 5| during reverse operation of the vehicle at any speed of travel. No matter what position valve, I I0 may assume under reverse operation of l the governor no fluid pressure will be delivered to valve I25 to tend to move the clutches.-

It will be seen that the several elements of the except through the shafts themselves, as a result of which its carriage by a cushioned or other movable support, as is the case when it is attached to a resiliently mounted engine, occasions no difficulty in its control.

In forming the fluid conducting passages Iii-I68 in the driven shaft l2 the bores forming their longitudinal portions are preferably drilled in the shaft through the pilot section Hi from that end, and the extremities of the bores plugged, as at 238. This eliminates weakening that end of the shaft carrying the low speed (high torque) gears, as well as providing the shortest possible channels.

The incorporation of the overrunning clutch in the second speed countershaft gear is also highly advantageous, inasmuch, as it greatly reduces friction on the plates of clutch 50 by preventing rotation of the driving plates 52 affixed to gear 35 when the drive is not through the second speed train. This feature also permits opening of valve ports Il8-| 19 in very quick succession or actually overlapping relation without injury to clutches or other parts, since the overrunning clutch under consideration can function to prevent such injury if the high speed drive is taken up before the second speed clutch is disengaged.

While it will be apparent that the illustrated embodiments of my invention therein disclosed are well calculated to adequately fulfill the objects and advantages primarily stated, it is to Y be understood that the invention is susceptible to variation, modification and change within the spirit and scope of the subjoined claims.

I claim:

1. In combination with a gear transmission incorporating driving and driven shafts and a plurality of fluid-operable members movable to change the effective driving ratio between said shafts, means for moving said members, comprising a fluid pump drivable by said driven shaft, a pilot valve having a, plurality of outlets connected to the output of the pump to divert a portion of the output thereof in diverse directions, another valve [actuable] having a plurality of outlets actuatable in different directions, by fluid diverted by the first valve and arranged to direct output from the pump through selected outlets, said fluid-operable members being connected to different ones of said outlets of the second mentioned valve and being individually operable in response to delivery of fluid thereto when said valve is moved to different positions, means for controlling the movement of the first mentioned valve and operable in response to the working of the transmission, and means for controlling the operation of the second valve.

2. In combination with a gear transmission incorporating driving and driven shafts and a plurality of fluid-operable elements movable to vary the driving speed ratio between driving and driven shafts, means for moving said elements comprising in combination with a source of fluid, a fluid pump drivable by the driven shaft, a pilot valve connected to the output of the fluid pump and having a plurality of outlets through which a portion of the output of the pump may be selectively directed by movement of the valve, speed responsive means also drivable by said driven shaft and connected to the pilot valve for shifting the same responsively to variances of speed of the driven shaft, additional valving means having a plurality of outlets connected to different ones of said fluid-operable elements, and means connecting the pilot valve outlets to be second mentioned valving means to controllingly actuate the latter.

3. In a change speed gear transmission, a casing, a driving shaft extending thereinto, a driven shaft also extending into the casing and substantially coaxial with the driving shaft, a

countershaft, gears carried by the said shafts, means for selectively coupling and uncoupling certain of said gears and shafts to change the driving ratio of the transmission, including a .flxed clutch member carried by and spaced from the end of the driven shaft, 9. slidable clutch member also carried by the driven shaft between said fixed clutch member and the driving shaft, gearing connecting said slidable clutch member and the countershaft, manually controllable means for moving said slidable clutch member into and out of engagement with the fixed clutch member, and automatic actuating means for operating other portions of said coupling and uncoupling means including hydraulic means for operating said other portions and governor means responsive to speed variances of the driven shaft for controlling said hydraulic means, said clutch members being positively engageable, and said other portions of the coupling and uncoupling means including a friction clutch.

4. In a change speed gear transmission incorporating driving and driven shafts and fluid- [actuable] actuatable elements movable to change the effective ratio of transmitted torque and speed, in combination with a source of fluid under pressure, a pilot valve having a plurality of outlets movable to direct pressure fluid to different channels, governor means drivable by [one of] said driven shaft[s] and connected to the pilot valve for automatically controlling movement thereof, a control valve having portions connected to the several outlets of the pilot valve whereby its actuation is controllable by movement of the latter, said control valve also having portions terminating in a plurality of outlets connected to said fluid-[actuable] actuatable elements for selectively directing the main portion of the fluid pressure flow to different ones of said elements, whereby upon shifting the pilot valve the control valve may be moved to different positions to actuate different ones of said fluid- [actuable] actuatable elements, and personally operable means for preventing such normal movement of the control valve.

[5. In a change speed gear transmission incorporating driving and driven shafts and a plurality of gear trains potentially connecting said shafts for driving the driven shaft at any of a plurality of forward relative speeds or in a reverse direction, means including a plurality of movable members for rendering any one of said gear trains effective to drive the driven shaft to the exclusion of the rest, power means for actuating certain of said movable elements, personally operable means for actuating at least one of said elements into operative position for reverse driving of the driven shaft or to a neutral position, automatic means for controlling application of the power means to the movable elements drivable thereby, es-

15 capement means responsive to movement of the personally operable means to neutral position for preventing effective operation of the automatic means, and manually operable means for dis-e connecting the escapement means] [6. In a change speed gear transmission device, substantially coaxial driving and driven shafts, a countershaft parallel to both, a plurality of gear trains carried partly by the countershaft and partly by the driving and driven shafts for connecting said driving and driven shafts through trains of different ratios, including an intermediate speed gear carried by the counter shaft and connected thereto through an overrunning clutch, a gear on the driven shaft meshing with said gear, friction clutch means for rendering the train containing said two last mentioned gears effective and ineffective another gear calried by the countershaft, a gear carried by the driven shaft and connected thereto through an overrunning clutch and meshing with said last mentioned gear carried by the countershaft to provide a high torque drive, positively engageable and disengageable means for rendering said two last mentioned gears effective and ineffective, said gears and last mentioned means providing a driving connection independent of the previouslymentioned gearing and friction clutch, means, and additional friction clutch means providing driving connection between the'driving shaft and counter-shaft, and means connecting the driving shaft and countershaft] 7. In a change speed gear transmission, substantially coaxial driving and driven shafts having abutting end portions, a countershaft parallel to both said shafts, means connecting the driving and countershafts, clutching means for directly coupling the driving and driven shafts, an intermediate speed gear carried by the countershaft and connected thereto through an over-running clutch, a gear loose on the driven shaft meshing with said last mentioned gear, clutching means for securing said loose gear to the driven shaft, another. reduced speed gear faston the countershaft, and a gear meshing with said last mentioned gear carried by the, countershaft and mounted on and connected to the driven shaft through an overrunning clutch.

8. In a change speed gear transmission, substantially coaxial driving and driven shafts having abutting end portions, a counter-shaft substantially parallel to both said shafts, gearing means connecting the driving and countershafts. a plurality of reduced speed gears carried by the countershaft, one being fast thereon and another connected thereto through an overrunning clutch. a plurality of gears on the driven shaft meshing with said reduced speed gears carried by the countershaft, fluid-[actuable] actuatable clutching means for coupling to the driven shaft the gear carried thereby and which meshes with the countel shaft gear which is driven through the overrunning clutch, additional fluid-[actuable] actuatabe clutching means for directly coupling the driving and driven shafts, a reverse idler drivable by the driven shaft, an overrunning clutch assembly slidably keyed to the driven shaft, a reduced speed gear forming part of said assembly and drivable by and slidable with the overrunning clutch and adapted [to mesh with neither gear when in one position], to mesh with the gear fast on the countershaft when the assembly is in [another] one position, and to mesh with the reverse idler when the assembly is slid to'another position. and to mesh with neither year when moved to a third position, means for looking out the overrunning clutch when said assembly is in the last mentioned position, fluid pressure means for individually actuating said fluid-[actuable] actuatable clutching means, automatic governor means for controlling the operation of said fluid power means, and personally operable means for sliding said assembly.

9. In combination with an internal combustion engine and a throttle lever for controlling operation thereof, a change speed gear transmission for an automobile for transmitting power from the engine, comprising a frame, driving and driven shafts rotatable in the frame, a plurality of gear trains potentially connecting said driving and driven shafts through gearing of different ratios, means for selectively connecting and disconnecting certain of said gears and shafts to render desired ones of said trains effective or ineffective, actuating means for operating said connecting and disconnecting means, a movable control member for directing the application of said actuating means to the operation of the connecting and disconnecting means, governing means responsive to speed variances of the driven shaft. for regulating movement of the control member, means including a fluid pump for yieldably urging the control member toward different positions in accordance with such speed changes induced by the governing means.

10. In combination with an internal combustion engine and a throttle lever for controlling operation thereof, a change speed gear transmission for transmitting power from the engine comprising a frame, driving and driven shafts rotatable in the frame, a plurality of gear trains potentially connecting said driving and driven shafts through gearing of different ratios, means for selectively connecting and disconnecting certain of said gears and shafts to render desired ones of said trains effective and ineffective, ac-

tuating'means for operating said connecting and disconnecting means, a movable control member for directing the application of said actuating means to the operation of the connecting and disconnecting means, a second control member for controlling the operation of the first mentioned control 'member, governing means responsive to speed variances of the driven shaft for regulating movement of the second control member, means including a fluid pump for yieldably urging the first mentioned control member toward different positions in accordance with changes of position of the second control member induced by the governing means.

11. In a speed and torque change transmission, a housing comprising a body and cover, a driving shaft and a driven shaft rotatably mounted in said body of the housing, a plurality of clutches mounted on one of said shafts and operable by fluid pressure, means mounted within said cover of the housing for supplying fluid under pressure for operating said clutches, a manifold surrounding said shaft upon which the clutches are mounted for conducting fluid to the clutches, and disjointable conduit connections between said cover and body portions to connect the manifold and said fluid pressure supply means.

12'. In a speed and torque change transmission, a housing, a driving shaft, a driven shaft, a plurality of clutches operable by fluid pressure and mounted on the driven shaft, an intermediate gear and a low gear both also mounted on the driven shaft, and a fluid source, a fluid pressure pump, a speed-responsive device, valving means 17-" actuated thereby for selectively directing fluid pressure to the various clutches, and means conting both the pump and the speed responsive device to the driven shaft.

13. In a speed and torque change transmission, a housing, a driving shaft, a driven shaft, a plurality of clutches operable by fluid pressure and mounted on the driven shaft, an intermediate gear and a low gear both also mounted on the driven shaft, and a fluid source, a fluid pressure pump, a speed-responsive device, valving means actuated thereby for selectively directing fluid pressure to the various clutches, and common means connecting both the pump and the speed responsive device to the driven shaft.

14. In a speed and torque change transmission, a housing, a driving shaft, a driven shaft, bearings located substantially at the ends of the housing for carrying said shafts, a plurality of clutches operable by fluid pressure and mounted on thedriven shaft, an intermediate gear and a low gear both also mounted on the driven shaft, and a fluid source, a fluid pressure pump, a speedresponsive device, valving means actuated thereby for selectively directing fluid pressure to the various clutches, and common means connecting both the, pump and the speed responsive device to the driven shaft located between said low gear and the driven shaft bearing.

[15. In a change speed gear transmission, a drive shaft, a driven shaft, clutches thereon actuable by fluid pressure, an intermediate and a low gear also mounted on the driven shaft, a fluid pressure supply source for actuating said clutches and a fluid conduit manifold adapted to conduct fluid to said clutches and surrounding said driven shaft between said intermediate and low gears] r 16. In combination, a fluid source, a fluid pressure pump, variable speed driving means for the pump, a main valve connected to said pump and having a plurality of outlets adapted to be opened selectively by moving the valve to varying positions, said main valve having a plurality of piston portions for actuating the same, a pilot valve for directing fluid pressure selectively against the several pistons of the main valve, and a speed sensitive device actuated by the pump driving means to control actuation of the pilot valve.

17. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of gear trains for connecting said shafts in variant relative driving speed relation, means'including hydraulically actuated friction clutches for selectively rendering said trains effective or ineffective at will, governor means including a centrifugally actuated means responsive to the speed of the driven shaft for automatically controlling .said hydraulically actuated friction clutches [last mentioned means], means movable to establish neutral and reverse drive positions, and

. centrifugally actuated means responsive to the 18 speed of the driven shaft for automatically controlling said hydraulically actuated friction clutches [last named means], and means for rendering said governor means ineffective when said shiftable element is in one position.

19. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of gear trains for connecting said shafts in variant relative driving speed relation and including an element shiftable to establish a low speed drive and also shiftable to a neutral position, personally operable means for shifting said element, means including hydralicallv actuated friction clutches for selectively rendering said trains effective or ineffective at will, governor means including a centrijuaallfl actuated means responsive to the speed of the driven shaft for automatically controllin said hydraulically actuated friction clutches [last named means], and means for rendering said governor means ineflective when said shiftable element is in low speed position.

[20. A torque changing device having a driving shaft, a driven shaft and a countershaft, selectively engageable elements providing a plurality of torque transmitting connections between said driving and driven shafts through said countershaft at different ratios, said torque transmitting connections including a gear carried by the countershaft, and overrunning clutch mounted in the hub of said gear, a gear carried by the driven shaft and constituting an element of another gear train, and another overrunning clutch mounted in the hub of said last mentioned gear] 1 21. A torque changing device including a driving shaft, a driven shaft and a countershaft, selectively engageable elements providing a plurality of torque transmitting connections between said driving and driven shafts through said countershaft at different ratios, said torque transmitting connections including a gear on the countershaft, an overrunnin clutch mounted in the hub of said gear, another gear carried by the driven shaft and adapted to mesh with said first mentioned gear, another gear carried by and slidable along the driven shaft, an overrunning clutch mounted in the hub of said last mentioned gear, and a gear fast on the countershaft and meshing with said slidable gear.

[22. A torque converting device including a driving shaft, a driven shaft, and a countershaft, a low speed gear train including a gear carried by the countershaft, a larger gear meshing therewith carried by the driven shaft, an overrunning clutch connecting the last mentioned gear and the driven shaft, another gear train including another gear carried by the countershaft, an overrunning clutch connecting said gear to the countershaft, and a smaller gear carried by the driven shaft and meshing with said last mentioned gear] 23. A torque converting transmission including a driving shaft, a, driven shaft and a countershaft, a plurality of gear trains connecting the driving and driven shafts through the countershaft, including a gear on the countershaft meshing with a larger gear carried by the driven shaft [,1 and another gear carried by the driven shaft and meshing with a larger gear carried by the countershaft, and overrunning clutch means coupling each of said larger gears to its supporting shaft for one directional drive.

[24. A torque converting transmission includtershaft, a plurality of gear trains connecting the driving and driven shafts through the countershaft, one of said trains including a countershaft gear, a larger gear meshing therewith and carried by the driven shaft, overrunning clutch means connecting said larger gear and driven shaft, another of said trains including a countershaft gear, a smaller gear meshing therewith and carried by the driven shaft, and overrunning cluch means connecting said smaller gear and countershaftJ 25. An automatic transmission comprising a plurality of gear trains each including overrunnin gears, a drive shaft, a driven shaft adapted. to be connected to said gears and directly to said drive shaft, a plurality of clutches certain of which have one part permanently connected to said gears and one of which has one partadapted to be directly connected to the drive shaft thereby providing predetermined gear ratios, whereby the operation of a particular clutch sets up a transmission ratio different from those setup by the other clutches, means adapted to drive the clutches, hydraulic means for actuating one or more of the clutches [at the same time and in sequence], means for supplying fluid under pressure, speed responsive means for directing the supply of pressure [fluid] to said hydraulic means to actuate certain of said clutches in sequence and in overlapping relation [one or more of said clutches at the same time and in sequence], whereby a. continuous transmission of power uninterrupted by speed variations is set up, and manually operated means adapted to restrain the speed responsive means against speed responsive actuation during a predetermined speed range, whereby a selected tranmission ratio may be maintained during said range.

26. An automatic transmission comprising a plurality of gear trains each includin overrunning gears, a drive shaft, a driven shaft adapted to be connected to said gears and directly to said drive shaft, a. plurality of clutches certain of which have one part permanently connected to said gears and one of which has one part adapted to be directly connected to the drive shaft thereby providing predetermined gear ratios, whereby the operation of a particular clutch sets up a transmission ratio different from those set up by the other clutches, means adapted to drive the clutches, hydraulic means for actuating one or more of the clutches [at the same time and in sequence], means for supplying fluid under pressure, speed responsive means for directing the supply of pressure fluid to said hydraulic means to actuate certain of said clutches in sequence and in overlapping relation [one or more of said clutches at the same time and in sequence], whereby a continuous transmission of power uninterrupted by speed variations is set up, and manually operated means for holding said'speed responsive'means in a fixed position during a predetermined speed range and {or releasing said means for speed responsive actua- 1 tion durin other speed ranges.

27. An automatic transmission comprising a plurality of gear trains each including overrunning gears, a drive shaft, a driven shaft adapted to be connected to said gears and directly to said drive shaft, a plurality of clutches certain' of which hav one part permanently connected to said gears and one of which has one part adapted to be directly connected to the drive shaft thereby providing predetermined gear ratios, whereby the operation of a particular clutch sets up a trans-- mission ratio different from those set up by the other clutches, means adapted to drive the clutches, hydraulic means for actuating one or more of the clutches [at the same time and in sequence], means forsupplying fluid under pressure, a valve having speed responsive actuating plurality of gear trains each including overrun-' ning gears, a 'drive shaft, a driven shaft adapted to be connected to said gears and directly to said drive shaft, a plurality of clutches certain of which have one part permanently connected to said gears and one of which has one part adapted to be directly connected to the drive shaft, thereby providing predetermined gear ratios, whereby the operation of aparticular clutch sets up a transmission ratio different from those set up by the other clutches, means adapted to drive the clutches, hydraulic means for actuating one or more of the clutches [at the same time and in sequence], means for supplying fluid under pressure, a valve having speed responsive actuating mean and acting to direct the supp of pressure fluid to said hydraulic means to actuate certain of said clutches in sequence and in overlapping relation [one or more of said clutches at th sametime and in sequence], whereby a continuous transmission of power uninterrupted by speed variations is set up, and manually operated 'means for holding said valve in a fixed position during a predetermined speed range and releasing said valve for speed responsive actuation durin other speed ranges. r

[29. An automatic transmission comprising, a plurality of clutches, revolving transmission members individually connected to individual clutches, each clutch and its connected transmission member setting up a different gear ratio from those set up by the other clutches and their transmission members, means adapted to drive the clutches, hydraulic means foroperating one or more of said clutches at the same time and in sequence, means controlling the actuation of said hydraulic means,

a speed responsive device actuating said controlling means and thereby setting up sequent transmission ratios without fixed diiferentials, and manually operated means adapted to restrain the speed responsive means against speed responsive actuation during a predetermined speed range, whereby a. selected transmission ratio may be maintained during said range] [30. An automatic transmission comprising, a

plurality of clutches, revolving transmission members individually connected to individual clutches, each clutch and its connected transmission member setting up a different g'ear ratio from those set up by the other clutches and their transmis- --sion members, means adapted to drive the clutches,-hydraulic means foroperating one or more of said clutches at the same time and in sequence, means controlling the actuation of said.

- 2i hydraulic means, a speed responsive device actuating said controlling means and thereby setting up sequent transmission ratios without fixed differentials, and manually operated means for holding said speed responsive means in a flxed position during a predetermined speed range and releasing said means for speed responsive actuation during other speed ranges] [3 An automatic transmission comprising, a plurality of clutches, revolving transmission members individually connected to individual clutches, each clutch and its connected transmission member setting up a diflerent gear ratio from those set up by the other clutches and their transmission members, means adapted to drive the clutches, hydraulic means for operating one or more of said clutches at the same time and in sequence, a valve controlling the actuation of said hydraulic means, a speed responsive device actuating said controlling means and thereby setting up sequent transmission ratios without flxed differentials, and manually operated means adapted to restrain the valve against speed responsive actuation during a predetermined speed range, whereby a predetermined transmission ratio may be maintained during said range] [32. An automatic transmission comprising,- a plurality of clutches, revolving transmission members individually connected to individual clutches, each clutch and its connected transmission member setting up a difierent gear ratio from'those set up by the other clutches and their transmission members, means adapted to drive the clutches, hydraulic means for operating one or more of said clutches at the same time and in sequence, a valve controlling the actuation of said hydraulic means, a speed responsive device actuating said controlling means and thereby setting up sequent transmission ratios without fixed diflerentials, and manually operated means for holding said valve in a fixed position during a predetermined speed range and releasing said valve for speed responsive actuation during other speed ranges] [33. An automatic transmission comprising, a plurality of clutches, transmitting members adapted to be connected with a part of each clutch, means adapted to drive said clutches, hydraulic means for actuating one or moreoi said clutches at the same time, a pressur fluid supply conductor, pressure fluid distributing conductors connected with said hydraulic means for supplying pressure fluid thereto, a movable valve controlling the passage of pressure fluid from the of the clutching means [at the same time and in sequence], means for supplying fluid under pressure, speed responsive means for directing the supply 01' pressure fluid to said hydraulic means to actuate certain of said clutches in sequence and in overlapping relation [one or more of said clutching means at the same time and in sequence], whereby a continuous transmission 01' power uninterrupted by speed variations is set up, and manually operated means adapted to restrain the speed responsive means against speed responsive actuation during a predetermined speed range, whereby a selected transmission ratio may be maintained during said range.

35. In a change speed gear transmission device, substantially coaxial driving and driven shafts, a countershaft parallel to both, a plurality of gear trains carried partly by the countershaft and partly by the driving and driven shafts for connecting said driving and driven shafts through trains of different ratios including, means connecting the said driving shaft and countershaft, a first gear set havng an intermediate speed gear carried by the countershaft and connected thereto through an overrunning clutch and a first driven gear on the said driven shaft meshing with the said intermediate speed gear, first friction clutch means for rendering the said first gear set effective and ineflective, a second gear set having a low speed gear carried by the countershaft and a se 'ond driven gear carried by the driven shaft and supply conductor to individual distributing conductors to actuate one or more of the clutches at the same time, a speed responsive governor connected with said valve and operating the same, and means adapted to hold said valve in an adjusted position to maintain a predetermined transmission ratio in opposition to speed responsive actuation by said governor] 34; An automatic transmission comprising a plurality of gear trains each including overrunning gears, a drive shaft, a driven shaft adaptedv to be connected to said gears and directly to said drive shaft, a plurality of clutching means certain of which have one part permanently connected to said gears and one of which has one part adapted to be directly connected to the drive shaft thereby providing predetermined gear ratios, whereby the operation of a particular clutching means sets up a transmission ratio different from thos set up by the other clutching means, means adapted to drive the clutching means, hydraulic means tor actuating one or more meshing with the said low speed gear to provide a high torque drive, positively engageable and disengageable means for rendering said second gear set efiective and ineflective, said'sccond gear set and said means for rendering the said second gear set effective and ineffective providing a driving connection independent of the previously mentioned first gear set and first friction clutch means, and second friction clutch means providing a driving connection between the said driving and driven shafts.

' 36. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of gear trains for connecting said shafts in variant relative driving speed relation, fluid pressure responsive valve means including hydraulically actuated friction clutches for selectively rendering said trains effective or ineffective at will, governor means including a centrifugally actuated means responsive to the speed of the driven shaft for automatically supplying fluid pressure to said valve means to effect operation of the said hydraulically actuated friction clutches, means movable to establish neutral and reverse drive positions, and means responsive to such establishment of one of said drive positions for rendering said governor means. ineffective.

37. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of. gear trains for connecting said shafts in variant relative driving speed relation and including an element shiftable to establish a. forward low speed drive and also shiftable to a neutral position, personally operable means for shifting said element, fluid pressure responsive valve means including hydraulically actuated friction clutches for selectively rendering said trains eflective or ineffective at will, governor means including a centrifugally actuated means responsive to the speed of the driven shaft for automaticallysupplying fluid pressure to said valve means to effect operation of the said hydraulically actuated friction clutches, and means for rendering and governor actuated means responsive to the speed of the driven shaft for automatically supplying fluid pressure, and means for rendering said governor means movable with respect to said passage means for selectively rendering saidgear trains effective or ineflective at will, centrifugally operated governor means responsive to the speed of the driven shaft for automatically controlling saidvalve means, means comprising a manually operable member movable to different positions for establishing neutral and reverse drive conditions and means controlled by said member in its movement to one of said positions for rendering said pumping means ineffective to control said valve means.

43. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of gear 7 trains for connecting said shafts in variant drivmeans ineflective whensaid shiftable element is in low speed position.

39. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of gear trains for connecting said shafts in, variant relative driving speed relation, fluid pressure responsive valve means including hydraulically actuated friction clutches for selectively rendering said trains effective or inefiective at will, governor means includin a centrifugally actuated means responsive to the speed of the driven shaft for automatically'supplying fluid pressure to said valve means to effect operation of the said hydraulically actuated friction clutches, manually operable means for preventing operation of the said valve means by said fluid pressure and for establishing neutral and reverse drive positions, and means responsive to such establishment of one 0/ said drive positions for rendering said governor means inefl'ective.

40. In a change speed gear transmission, a driv-" drive conditions, and means controlled by said member in its movement to said positions for rendering said overnor means inefiective to control said valve means.

41. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of gear trains for connecting said shafts in variant driving speed/relation, fluid pressure connections, valve means operable from the said connections for selectively rendering said gear trains effective or ineflective at will, governor means including a centrifugally operated element responsive to the speed of the driven shaft for automatically controlling said valve means. means comprising a manually operable member movable to different positions for establishing neutral and reverse drive conditions, and means for disrupting a flow of fluid pressure to said valve means controlled by said member in its movement to said positions.

42. In a change speed gear transmission, a driving shaft, a driven shaft, a plurality of year trains for connecting said shafts in variant driving speed relation, pumping means providing a source of fluid pressure, passage means for conducting fluid pressure from said pumping means, valve ing speed relation, pumping means providing a source of fluid pressure, passage means for conducting fluid pressure from said pumping means, valve means movable with respect to said passage means for selectively rendering said gear trains effective or ineffective at will, centrif lly 0perated governor means responsive to the speed of the driven shaft for automatically controlling said valve means, means comprising a manually operable member movable to difierent positions for establishing neutral and reverse drive conditions and for concomitantly preventing flow of fluid pressure to said valve means in at least one of said. drive conditions.

44. In a change speed gear, i. e., a driving shaft, a-driven shaft, a plurality of gear trains for connecting-said shaft in variant driving speed relation, pumping means providing a source of fluid pressure, means comprising fluid pressure actuated friction gripping devices for selectively rendering said trains eflective or ineflective at will, passage means for conducting a fluid pressure from said pumping means, valve means movable with respect to said passage means for controlling flow of fluid pressure to said friction gripping device to selectively render said gear trains efiective or ineflective at will, centrifugally operating governor means responsive to the speed of the driven shaft for automatically controlling said valve means, means comprising a manually operable member movable to difierent positions for establishing neutral and reverse drive conditions, and means for rendering said governor means inefiective to control said "valve means,

controlled by said member in its movement to said positions.

45. In a change speed gear, i. e., a driving shaft, r a driven shaft, a plurality of gear trains for connecting said shaftsin variant driving speed relation, pumping means providing a source of fluid.

pressure, means comprising fluid pressure actuated friction gripping devices for selectively rendering said trains effective or ineffective at will, passage means for conductinga fluid pressure from said pumping means, valve means movable with respect to said passage means for controlling flow of fluid pressure to said friction gripping device to selectively render said gear trains effective or inefiective at will, centrifugally operating governor means responsive to the speed of the driven shaft for automatically controlling said valve means, means comprising a manually ROBERT B. ASPINWALL.

(References on tollowint me) REFERENCES CITED The following references are of record in the file of this patent or the original patent:

UNITED STATES PATENTS Number Re. 20,186

Name Date Hoy Dec. 1, 1936 Vetter June 24, 1941 Prentice Sept. 12, 1905 Hagman June 18, 1907 Anthony Dec. 29, 1908 Sundh July 5, 1910 Formaca 2 May 4, 1915 Goodspeed Aug. 22, 1916 Brimson June 20, 1916 Vincent Sept. 26, 1916 Duncan Aug. 27, 1918 Wingfield Aug. 31, 1920 Layton Apr. 11, 1922 Higinbothom Mar. 27, 1923 Chryst Oct. 21, 1924 Jackson Jan. 20, 1925 Richardson Apr. 28, 1925 Turney Mar. 16, 1926 Jackson Apr, 6, 1926 Small et a1 Dec. 7, 1926 Jackson Mar. 6, 1928 Short Feb. 5, 1929 Chryst Apr. 9, 1929 Weiss .Aug. 20, 1929 Lock Aug. 20, 1929 Maurer Oct. 8,1929 Sanine Aug. 11, 1931 Vail Sept. 8, 1931 Hanson Nov. 3, 1931 Fleischel Dec. 29, 1931 Starkey et a1 Feb. 2, 1932 Garrison Nov. 1; 1932 Number Name Date Ruechart et al Jan. 31, 1933 Burtnett Mar. 14, 1933 Bloxsom' May 30, 1933 Cotterman July 11, 1933 Mock Aug. 1, 1933 Blackstock Jan. 2, 1934 Smith Jan. 9, 1934 Connors Jan. 16, 1934- Blakely Mar. 13, 1934 Hainsworth May 15, 1934 Keller Aug. 7, 1934 Keller Aug. 7, 1934 Nardone Oct. 16, 1934 Pilaar Oct, 30, 1934 Perez Nov. 6, 1934 Snow Nov. 13, 1934 Vetter Dec. 18, 1934 Hantschel et a1 Feb. 12, 1935 Fleischel Mar. 5, 1935 Millrian et a1 May 28, 1935 Vincent July 16, 1935 Livermore Oct. 29, 1935 Gray Jan. 21, 1936 Forichon Sept. 28, 1937 Strcatur May 11, 1937 Livermore June 7, 1938 Velo 'Mar. 4, 1941 Wheaton Mar. 22, 1949 FOREIGN PATENTS Country Date Great Britain Oct. 27, 1930 France Dec. 10, 1924 France Apr. 10, 1933 OTHER REFERENCES Tyler, Vacuum Operated clutches pages 424- 426, inc., of Automotive Industries, April 8', 1933. 

